Air-brake.



W. P. GENTLEMAN.

AIR BRAKE.

APPLICATION FILED APR. 24, 1907.

Patented Nov. 3, 1908.

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W. P. GBNT'LBMAN.

. AIB, BRAKE. APPLICATION rum) 23.24, 1901.

Patented Nov. 3, 1908.

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(\i N N 9% Witnesses W. P. GENTLEMAN.

AIR BRAKE.

APPLICATION FILED APR. 24, 1907.

Patented Nov. 3, 1908.

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WILLIAM P. GENTLEMAN, OF BEATRICE, NEBRASKA.

AIR-BRAKE Specification of Letters Patent.

Patented Nov. 3, 1908.

Application filed April 24, 1907. SerialNo. 369,985.

To all whom it may concern:

Be it known that I, WILLIAM P. GENTLE- MAN, a citizen of United States,residing at Beatrice, in the county of Gage and State of Nebraska, haveinvented certain new and useful Improvem ents in Air-Brakes, of whichthe following is a s ecification.

My invention re ates to improvements in air brake systems, and hasparticular reference to an improved form of ressure-retaining valve; theobject of the lnvention being to insure better regulation and control ofthe system, by preventing and equalizing any leakages which mightordinarily occur in the system.

A further object of my invention is to protect the equipment byfurnishing means for the effective control of the air, such meansserving to automatically replenish the air lost by leakage in the systemand thereby do away with a constant source of danger.

With these and other objects in view, my invention consists of apressure-retaining valve embodying certain novel features ofconstruction, combination and arrangement of parts substantially asdisclosed herein.

Figure 1, is a plan view of my invention as applied to the ordinary airbrake equipment of a car. Fig. 2, is a sectional view through the re'ulating cylinder of my device, arts being roken away. Fig. 3, is adetai sectional view of the check valve used in con-, nection with thecylinder. Fig. 4, is a transverse sectional view taken on the line 4-4of Fig. 2. Fig. 5, is a similar view taken on line 5-5 of Fig. 2. Fig.6, is a plan view of a slightly modified form of slide valve used on theengineers valve in connection with my improvements. Fig. 7, is a planview of the invention applied to the engine equipment of a train.

My invention is readily adaptable for use in connection with any of theordinary air brake systems now in common use, and in the accompanyingdrawings I have illustrated the same as ap lied and in use with the wellknown New ork air brake system.

Referring first to the ordinary car equipment, shown in Fig. 1: thenumeral 1, designates the auxiliary reservoir, 2, the brake cylinder, 3the triple valve, 4 the train line pipe, and 5 the conductors valve, allof these parts being common and well known in the art so as to need nofurther description here. My invention consists of a cylinder 6, ofconvenient size, having the usual cylinder heads 7 and 8, and in thecylinder is arranged the piston head 9, secured upon the piston rod 10.The forward cylinder head is formed with a central raised portion orneck 11, through which the iston rod passes, and the mouth of this neckis formed with a valve seat 12, therein. A valve head 14, is carried onthe outer end of the piston rod, which is adapted to engage the valveseat 12, and by-pass grooves 15, are formed in the piston rod or valvestem to form communication between the valve and the interior of thecylinder. A nipple 16, is mounted upon the cylinder head inclosing theexposed end of the valve stem, and the nipple is provided with aperforated abutment wall 17, so that the movement of the piston islimited by the valve seat and abutment wall. A pipe 18, connects thenipple with the train plpe. A second pipe 19, is secured in the forwardcylinder head which by means of the connecting pipe 20, establishescommunication between the brake cylinder and the regulating cylinder. Abridging pipe 21, forms an external connection between the two ends ofthe regulating cylinder, this pipe entering the cylinder on each side ofthe piston head therein, and a check valve 22, is arranged in thebridging pipe 21, so that by means of the connecting pipe 23, which isconnected to the exhaust port of the triple valve (in the case of thecar equipment), fluid may be admitted to the rear end of the regulatingcylinder, the check valve in the bridging ipe serving to preventadmission of fluid to t e front end of the cylinder and at the sametime, acting as a relief valve to the front end of the cylinder.

In Fig. 7, an engine equipment is illustrated provided with myimprovements. In this case, the bridging pipe 21, is connected to anextra port 24, formed in the engineer s brake valve, by means of theconnecting pipe 25, the said pipe 25 entering in the seat of theengineers valve. This extra port in the engineers brake valve is shownmore clearly in Fig. 6. The central pipe 18 in the head of theregulating cylinder is connected with the main reservoir 26, by thepiping 27, and the other inlet pipe 19, is connected to the train pipe4. This port 24 is attached at graduating valve, slide valve beingpulled off port, and when reduction is made, gradually closes port. Whenan emergency application of air is made,it opens up port 24 to trainline. Thusport 24,is governed by the graduating valve to overcome thefiuctuatingin train pipe pressure.

From the foregoing, the operation of the.

. pipe, the auxiliary cylinder on the car-equipment is charged by meansof the pipe '19, with air of the same pressure as that in the brakecylinder. This air from the brake cylinder enters the auxiliary orpressure 'r'e taining cylinder on the forward side of the pistontherein, forcing the piston over and closing the piston valve, thenflows through the bridging pipe past the check valve therein to the rearend of the cylinder. The

ressure retaining cylinder is thus charged at both ends. More or lessleakage is bound to occur in the system and ordinarily this leakagewould cause a reduction of pressure in the brake cylinder and aconsequent loss in the braking power, but this difficulty is overcome bythe use of my improvements. Assuming the auxiliary pressure retainingcylinder to be fully charged with air from the brake cylinder, andthepistons therein-to be balanced with the equal ressure on both sidesthereof. Now if any eakage should occur in the system, the pressure inthe brake cylinder is reduced and a similarreduction is made in thepressureon the forward side of the piston in the auxiliary cylinder,since the, forward end of the cylinder is connected direct to the brakecylinder. The check valve in the bridging ,pipe forms a stopto preventthe air from the rear side of the piston head from flowing back to theforward end thereof, so that the entrapped air in the rearcompartmentexpands, thereby forcing the piston over and unseating the valve'head onthe piston rod. This forward motion of the, piston thus openscommunication between the train pipe and the forward end of theauxiliary cylinder, and the air then flows from the train pipethrough'the perforated abutment wall,. ast the valve stem, into theforward end of the cylinder, and out through pipes 19 and 20, back tothe, brake cylinder. This How continues until the pressure in the brakecylinder reaches its original dimensions or slightly in excess thereof,so that the superior pressure in the forward end-of the auxiliarycylinder forces the iston therein back to its former position, 0 osingthe pis ton rod valve, and the brakes remain set at their originalpressure. By this means whenany accidental reduction in thepressureoccurs, the brake cylinders are automatically restored" to theiroriginal pressure. The same pressure is thus retained in the brakecylinder at which it was applied.

When the brakes are released, the triple valve moves back,.opening upexhaust port and releasing the air from the auxiliary cylvinder, therebyleaving the cylinder empty or V V free of compressed air as it was inthe beginning. The Invention also provides for holding the brakes at aset pressure 'while re g V charging the auxiliary reservoirs.

When areduction is madefor setting the I Y brakes, the exhaust port 30,is uncovered for exhaust of the train pipe. After the required exhausthas taken place, the'small valve'31, moves over-to cover the port 30.

After reduction, this small valve covers the exhaust portand theextra'port 24:, then if any leakage occurs in the train pipe, the valve31, moves away from thejport 24,

thereby reducing the pressure in the forward end of the compensatingcylinder, the'piston in the cylinder is forcedover, thereby openingthepiston rod valve, andthe air'from the main reservoir-flows past saidvalve into the] forward end of the cylinder and out the pipe 19 to feedup the train pipe and return all valves to required position.

It will thus be'seen that should any leak: age occur in the system, andthe pressure become reduced in the brake cylinders, it is automaticallyrestored to the original pressure by means of the compensating action ofthe pressure retaining-cylinder. 7 From the foregoing description takenin connection with the drawings, it will be evident that my inventionforms a valuable attachment to any air brake systenngreatly in creasesthe efficiency and reliability thereof, and-further, it will be obviousthat all the results herein set forth as the objects of the invention,are accomplished in a] practical and satisfactory manner. I claim: V V

1. The combination with an air brake sys-j tem, of a compensatingcylinder and piston therein for automatically controlling ad'- missionof'air from the train pipe to the brake cylinder, said'compensatingcylinder adapted to compensate for the loss due'to leakage in thesystem.

2. The combination with an air brake cyli tem, of a compensatingcylinder connected to the exhaust from the triple valve and controlledby the pressure in the brake cylinder, to store and hold the pressure inthe brake cylinder.

4. In combination with a fluid pressure brake system, auxiliarycylinders having pistons therein, valves on the piston rods of thepistons, said valves serving to open communication to the train pipe,the cylinders being connected to the brake cylinders.

5. In combination with a fluid pressure brake system, of auxiliarycylinders having pistons therein, valves on the piston rods of thepistons, said valves serving to open communication to the train pipe,the pistons bein controlled by the pressure in the brake cy inder, saidauxiliary cylinders being connected to an extra port on the triplevalves.

6. In an air brake system, the combination with brake cylinder,auxiliary reservoir and train line, of a cylinder connected to the brakecylinder and train line, a piston in the cylinder, a valve in theconnection to the train line controlled by movements of the piston, andconnections from the ends of the cylinder to the triple valve.

7. In an air brake system, the combination with brake cylinder,auxiliary reservoir and train line, of an auxiliary cylinder connectedto the brake cylinder and train line, a piston in the auxiliarycylinder, a valve in the connection to the train line controlled by themovements of the piston, a bridge pipe between the opposite ends of thecylinder, a check valve in said brid e pipe, and connections betweensaid bridging pipe and the triple valve.

8. In combination with a fluid pressure brake system, a cylinder andpiston therein, a bridge pipe between the ends of the cylinder, an inletto one end of the cylinder, a feed opening in one end of the cylinder,and a valve carried by the piston to close the feed opening.

9. In combination with a fluid pressure brake system, a cylinder andiston therein, a bridge pipe between the en s of the cylinder connectedwith the triple valve, an inlet in one end of the cylinder connected tothe brake cylinderyand a feed valve in one end of the cylinder incommunication with the train pipe.

10. In combination with a fluid pressure brake system, a cylinder andiston therein, a bridge pipe between the en s of the cylinder, an inletto one end of the cylinder, a feed opening in one end of the cylinder,and a valve carried by the piston to close the feed opening, the pistonbeing actuated by reduction of pressure due to accidental loss ofpressure in the brake cylinder to open the ieeld valve and supply air tothe brake cyl- 1n er.

11. In combination with a fluid pressure brake system, a cylinder and apiston therein, a bridge ipe between the ends of the cylinder, an inletto one end of the cylinder, a feed opening in one end of the cylinder, avalve carried by the piston to close the feed opening, the inlet beingconnected to the train line, the feed valve to the main reservoir, andthe bridge pipe to the engineers valve.

12. In combination with an air brake system, a compensating cylinder anda piston therein, an inlet to one end of the cylinder, a feed openin inone end of the cylinder, a valve carried by the piston to close the feedopening, connections between the inlet and the train pipe, connectionsbetween the main reservoir and the feed opening in the cylinder, andconnections between the engineers valve and the ends of the cylinder.

13. In combination with an engineer s slide valve having an extra porttherein, a leakage compensating cylinder, connections between the extraort in the slide valve and the ends of the cy inder, a piston in thecylinder, a feed opening in the cylinder connected to the mainreservoir, a valve for the feed opening carried by the piston, and aninlet to the cylinder connected to the train pipe.

14. In combination with fluid pressure braking systems, compensatingcylinders provided with feed openings in conmunication with the trainsupply pipe, an automatically operated valve to control the feedopenings, connections from the ends of the compensating cylinders to thetriple valve, and connections from the compensating cylinders to thebrake cylinders.

15. In combination with fluid pressure braking systems, compensatingcylinders rovided with feed openings in communica tion with the mainreservoir, an automatically operated valve to control the feed openings,connections from the ends of the compensating cylinders to the engineersbrake valves, and connections from the compensating cylinders to thetrain pipe.

16. The combination with an air brake system, of a compensating cylinderhaving a feed opening in communication with the main reservoir, anautomatically operated valve to control the feed opening, connectionsfrom the ends of the compensating cylinder to the engineers brake valve,the said engineers brake valve having an extra port to register withsuch connections, and connections from the compensating cylinder to thetrain pipe.

In testimony whereof I afllx my signature in presence of two witnesses.

WILLIAM P. GENTLEMAN.

Witnesses:

AUGUST SOHAEFER, O. J. MoOoLL.

